Aircraft fuselage and module for absorbing crash energy in a lower deck, used for transporting passengers, of an aircraft

ABSTRACT

An aircraft fuselage for transporting passengers in a lower deck, the fuselage having a longitudinal axis and interior compartment, having an intermediate floor fastened to the fuselage structure, extending through the interior compartment and dividing the interior compartment into an upper deck and a lower deck, having a support device for supporting the intermediate floor on the fuselage structure. The support device is fastened to the intermediate floor and by an opposite end in the lower deck to the fuselage structure. The support device has a concave form and has an energy absorption element such that in a crash of an underside of the fuselage undergoes a defined plastic deformation and absorbs a defined amount of kinetic energy. In a crash, the fuselage structure is, at the underside of the aircraft fuselage, deformed at most to such an extent that a minimum height between a seat surface of passenger seats in the lower deck and the intermediate floor is not undershot.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority to German Patent Application DE 10 2017125 498.6 filed Oct. 30, 2017, the entire disclosure of which isincorporated by reference herein.

TECHNICAL FIELD

The present disclosure relates, in a first aspect, to an aircraftfuselage for transporting passengers in a lower deck, having a fuselagestructure which extends in tubular fashion along a longitudinal axis andwhich surrounds an interior compartment. The aircraft fuselage has anintermediate floor which is fastened to the fuselage structure, extendsthrough the interior compartment and divides the interior compartmentinto an upper deck and a lower deck. The aircraft fuselage has finally asupport device for supporting the intermediate floor on the fuselagestructure, wherein the support device is fastened by an upper end to theintermediate floor and by an opposite, lower end in the lower deck tothe fuselage structure. In a second aspect, the present disclosurerelates to a module having a support device.

BACKGROUND

The upper deck in aircraft is typically used for transportingpassengers, and the lower deck normally serves as a freight compartment.

A further important task of the lower deck is to provide a crumple zonefor the upper deck for the situation of a crash of the underside of theaircraft fuselage. For this situation, the lower deck has supportdevices, which are known in the prior art and which are designed orconfigured to absorb a part of the kinetic energy of the underside ofthe aircraft fuselage and to convert the kinetic energy by plasticdeformation. As a result of the deformation of the support devices andof the fuselage structure in the lower region of the aircraft fuselage,the acceleration forces that are exerted on the passengers in the upperdeck as a result of the crash because of the abrupt decrease in speedare considerably reduced. In this way, physical injury to the passengersis minimized.

Normally, in the prior art, use is made of linearly configured supportdevices, that is to say support devices which have a supporting elementin a direct connecting line between two ends. Such a linear supportdevice forms a direct support between the intermediate floor and thatsection of the aircraft fuselage to which the support device isgenerally connected. In the event of a crash, the support devices thuscannot prevent or significantly decelerate a relative movement betweenthe aircraft fuselage and the intermediate floor. To increase thetransport capacities for passengers, it is desirable to also utilize thelower deck for the transport of passengers and to be able to transportpassengers there.

This type of utilization of the lower deck is however problematic.Firstly, even in the case of the lower deck being utilized as apassenger compartment, it must be ensured that the function of the lowerdeck as a crumple zone in the event of a crash of the underside of theaircraft fuselage is still provided. The linearly configured supportdevices used for this purpose in the prior art have the disadvantagethat, because of their arrangement in that region of the side regions ofthe lower deck which is close to the fuselage, they greatly restrict anarrangement of passenger seats and thus considerably reduce the numberof passengers that can be transported.

Furthermore, it must be ensured that passengers in the lower deck cansurvive the crash. For this purpose, the support device must bedimensioned, in terms of its capability for converting kinetic energyinto a plastic deformation, such that a minimum height of the lower deckexists during and after a crash in the lower deck. The support deviceshitherto used in the prior art lack corresponding dimensioning, that isto say lack the capability of dampening the kinetic energy from a crashsuch that a minimum height exists in the lower deck after the crash. Itis rather the case in the known aircraft fuselages that the lower deckcan substantially collapse in order to absorb the kinetic energy thatarises.

SUMMARY

It is therefore an object of the present disclosure to provide anaircraft fuselage which provides a maximum utilizable space forpassengers in the lower deck and which, at the same time, in the eventof a crash, absorbs kinetic energy such that the passengers can surviveand a minimum height of the lower deck is not undershot.

The present object is achieved, according to a first aspect of thedisclosure herein, by an aircraft fuselage for transporting passengersin a lower deck.

In the case of the aircraft fuselage for transporting passengers in alower deck according to the first aspect of the disclosure herein, thesupport device has a concave form as viewed from the longitudinal axisto the fuselage structure, and has an energy absorption element betweenthe upper end and the lower end. The energy absorption element isdesigned such that, in the event of a defined crash of an underside ofthe aircraft fuselage, the energy absorption element undergoes a definedplastic deformation and, in so doing, absorbs a defined amount ofkinetic energy of that part of the fuselage structure which is connectedto the lower end of the support device. The defined plastic deformationand the defined amount of absorbed energy are selected such that, in theevent of the crash, the fuselage structure is, at the underside of theaircraft fuselage, deformed at most to such an extent that a minimumheight between a seat surface of passenger seats provided in the lowerdeck and the intermediate floor is not undershot.

In other words, the aircraft fuselage according to the first aspect ofthe disclosure herein has a fuselage structure. Here, the fuselagestructure has the form of a tube, though may also be a passenger regionof a flying-wing aircraft. A flying-wing aircraft is an aircraft withouta separately projecting elevator unit, vertical stabilizing fins or arudder unit. The tubular fuselage structure may have, or be formed from,transverse and longitudinal stiffening elements. Both the transverse andthe longitudinal stiffening elements increase the stability andstiffness of the fuselage structure. Transverse stiffening elements maybe ribs which are arranged substantially in a circumferential directionof the tubular fuselage structure. Longitudinal stiffening elements maybe so-called stringers, which are arranged substantially along an axisperpendicular to the circumferential direction, that is to say a centrallongitudinal axis (also referred to as central axis) of the fuselagestructure. The fuselage structure may furthermore have an outer skinwhich spatially divides an interior compartment of the fuselagestructure, that is to say a cabin interior compartment, from theexternal surroundings of the fuselage structure.

Furthermore, the aircraft fuselage has an intermediate floor, alsoreferred to as cabin floor. This intermediate floor extends horizontallythrough the interior compartment of the fuselage structure and dividesthe interior compartment of the cabin, preferably at least in sections,into an upper deck and a lower deck. The upper deck is in this casepreferably arranged above the lower deck. The intermediate floor isfurthermore fastened to the fuselage structure, that is to say, forexample, to the longitudinal and/or transverse stiffening elements. Theupper deck may in this case be designed as a cabin with seats forpassengers. The lower deck may be configured as a freight compartmentfor transporting luggage belonging to the passengers and/or goods.

Furthermore, a support device is provided in the lower deck. The supportdevice may have at least one first support element. The support devicehas an upper end and a lower end. The upper end of the support device isfastened to the intermediate floor. The lower end of the support deviceis fastened to a section of the fuselage structure in the lower deck.Here, the upper end of the support device is situated opposite the lowerend of the support device. For example, the support device may befastened to a transverse and/or longitudinal stiffening element. Thelower end, fastened to the fuselage structure, of the support deviceforms a counterbearing of the support device, whereby the support devicecan support the intermediate floor.

The support device may be designed in a variety of ways. For example,the support device may have one, two or a multiplicity of supportelements. The support elements may, for example, be designed as strutsand have an upper and a lower end. Here, a strut may describe an elementwhich has a spatial extent or a size which corresponds to the spatialextent of a transverse and/or longitudinal stiffening element or amultiple thereof. The upper ends of the support elements may each befastened to the intermediate floor. The lower ends of the supportelements may each be fastened to a section of the fuselage structure inthe lower deck. For example, the support elements may each be fastenedto one or more transverse and/or longitudinal stiffening elements. Thesupport elements may be arranged in the two end regions of the lowerdeck, that is to say in the region of the lower deck adjacent to theouter skin.

It is, however, also conceivable for the support device to have one, twoor a multiplicity of panel-like support elements, that is to say supportelements in the form of panels. A panel-like support element may be asupport element which has both an extent in a circumferential directionand an extent in a longitudinal axis of the fuselage structure. Forexample, a panel-like support element may have an extent in alongitudinal axis of the aircraft fuselage which lies in the range ofthe spacing of the transverse stiffening elements or one or moremultiples thereof. Furthermore, the panel-like support element may havean extent in a circumferential direction of the aircraft fuselage whichlies in the range of the spacing of longitudinal stiffening elements orone or more multiples thereof. Finally, it is conceivable for amultiplicity of panel-like support elements to be arranged in the lowerdeck and to support the intermediate floor. The panel-like supportelements may each also have an upper and a lower end. Here, the upperends of the support elements may each be fastened to the intermediatefloor. The lower ends of the support elements may each be fastened to asection of the fuselage structure in the lower deck. For example, thesupport elements may each be fastened to one or more transverse and/orlongitudinal stiffening elements. The support elements may be arrangedin the two end regions of the lower deck, that is to say in the regionof the lower deck adjacent to the outer skin.

The support device has a form which is concave as viewed from thelongitudinal axis of the fuselage structure. A concave form means thatthe support device preferably has a region between the lower and upperends which runs not linearly but non-linearly. In particular, thesupport device may be kinked or curved towards the fuselage structureand thus kinked or curved away from the longitudinal axis of theaircraft fuselage.

Furthermore, the support device has an energy absorption element betweenthe upper end and the lower end. The energy absorption element may, forexample, be arranged in a defined local region between the upper end ofthe support device and the lower end of the support device. It ishowever also conceivable for the energy absorption element to extendfrom the upper end towards the lower end and thus globally over morethan half or even the entire support device. The energy absorptionelement is designed for absorbing kinetic energy, in particular energyfrom a crash. Here, a crash describes an event in which the aircraftfuselage or the fuselage structure is subjected, at least in a region ofits underside, to a force which is directed at least partially in thedirection of the longitudinal axis of the aircraft fuselage. Examples ofa crash are, for example, the landing of the aircraft having theaircraft fuselage according to the disclosure herein without deployedlanding gear.

For the simulation of such a real crash, that is to say for the analysisof a crash, a defined vertical drop of a typical fuselage section ontoits underside is considered. This typical fuselage section comprises anumber of seat rows, but has neither doors nor other structuralconstituents such as a center wing box or landing gear well. The lowestpoint of the fuselage impacts first. There are various falling speeds,for example 25 ft/sec, and a combination of different loading states,from full to empty, in each case in the lower and in the upper deck. Acrash in accordance with approval reference CS25 ATA 024 CS 25.561 ispreferably considered.

The energy absorption element is designed such that, in the event of adefined crash of an underside of the aircraft fuselage, the energyabsorption element absorbs a defined amount of kinetic energy. Thekinetic energy originates from that part of the fuselage structure whichis connected to the lower end of the support device. In absorbingkinetic energy from a crash, the energy absorption element undergoes adefined plastic deformation. Here, a plastic deformation describes aconversion of the kinetic energy from the crash into some other form ofenergy, such as, for example, deformation energy or heat.

The defined amount of energy absorbed by the energy absorption elementis selected such that, in the event of the crash of the fuselagestructure at the underside of the aircraft fuselage, the lower deck isnot fully deformed. The lower deck is deformed at most such that thelower deck has a minimum height during and after the crash. Here, theminimum height describes the height or the vertical distance between aseat surface of a passenger seat arranged in the lower deck and theintermediate floor. This minimum height normally lies between 1.60meters and 2.00 meters, preferably 1.80 meters, and must not beundershot in the event of a crash. By the minimum height of the lowerdeck, a “survival space” for the passengers situated in the lower deckremains present in any case in the event of a crash, and thus improvesthe survival chances of the passengers.

The aircraft fuselage according to the first aspect of the disclosureherein has substantially two advantages. Firstly, the concave form ofthe support device makes it possible for the space in the lower deck tobe utilized more efficiently than the conventional linear supportdevices used in the prior art. It is thus possible for a maximum area ofthe lower deck to be equipped with passenger seats. Furthermore, becauseof the capability of the support device to absorb kinetic energy from acrash and thus prevent a movement of the fuselage structure as far asthe intermediate floor, the likelihood of survival of the passengerstransported in the lower deck is greatly increased. This arises inparticular from the formation of the “survival space” defined by theminimum height and formed during the crash.

In an embodiment according to the first aspect of the disclosure herein,the support device has multiple support elements situated in successionin the direction of the longitudinal axis.

The support elements are preferably spaced apart from one another, andpreferably uniformly. In this case, the support elements may be designedas bars or struts with an upper and a lower end. A bar or a strut may inthis case describe an element which has a spatial extent or a size whichcorresponds to the spatial extent of a transverse and/or longitudinalstiffening element or a multiple thereof. The upper ends of the supportelements may each be fastened to the intermediate floor. The lower endsof the support elements may each be fastened to a section of thefuselage structure in the lower deck. For example, the support elementsmay each be fastened to one or more transverse and/or longitudinalstiffening elements. The support elements may be arranged in the two endregions or sides of the lower deck, that is to say in the region of thelower deck adjacent to the outer skin, and thus to the left and right ofthe longitudinal axis of the aircraft fuselage.

It is however also conceivable for the support elements to adjoin oneanother, for example in the form of areal structures such as panels.Such a panel-like support element may be a support element which hasboth an extent in a circumferential direction and an extent in alongitudinal axis of the fuselage structure. For example, a panel-likesupport element may have an extent in a longitudinal axis of theaircraft fuselage which lies in the range of the spacing of thetransverse stiffening elements or multiples thereof. Furthermore, thepanel-like support element may have an extent in a circumferentialdirection of the aircraft fuselage which lies in the range of thespacing of longitudinal stiffening elements or multiples thereof.Finally, it is conceivable for a multiplicity of panel-like supportelements to be arranged in the lower deck and to support theintermediate floor. The panel-like support elements may also each havean upper and a lower end. Here, the upper ends of the support elementsmay each be fastened to the intermediate floor. The lower ends of thesupport elements may each be fastened to a section of the fuselagestructure in the lower deck. For example, the support elements may eachbe fastened to one or more transverse and/or longitudinal stiffeningelements. The support elements may be arranged in the two end regions ofthe lower deck, that is to say in the region of the lower deck adjacentto the outer skin and thus to the left and right of the longitudinalaxis of the aircraft fuselage.

This embodiment has the following advantages. Firstly, a multi-partconstruction of the support device composed of support elements has theeffect that multiple support elements can be installed simultaneously inthe fuselage structure. In this way, it is possible for severaltechnicians to work simultaneously, which greatly reduces theinstallation time for the installation of the support elements.Furthermore, even in the case of existing aircraft fuselages with thelinear support device known from the prior art, individual elements canbe easily and quickly exchanged. This is because it is possible for ineach case only one support element to be exchanged for a support elementaccording to the aircraft fuselage of the disclosure herein. Thus, inthe case of existing aircraft, there is no need to exchange relativelylarge parts of the fuselage structure.

In an embodiment according to the first aspect of the disclosure herein,at least one first support element has a discrete energy absorptionelement which connects a lower section to an upper section, wherein thelower section has the lower end and the upper section has the upper endof the support device, and wherein, in the event of a relative movementof the lower section with respect to the upper section, the energyabsorption element is plastically deformed.

A discrete energy absorption element is an energy absorption elementwhich extends only in a spatially very limited region, for example theregion of a joint, of a connecting or coupling point, between the upperand lower end of the support element. Thus, the absorption of thekinetic energy, and thus the plastic deformation, takes place in alocally concentrated manner in a discrete and particular region of thesupport element.

The lower section may preferably be formed as a rigid and/or straightlower section. Furthermore, the upper section may likewise be formed asa rigid and/or straight upper section. It is also conceivable forseveral or all of the support elements to be designed in the manner ofthe first support element, or to differ from the first support elementin particular regions of the aircraft fuselage.

This embodiment has the advantage that it can be easy to construct andproduce. Furthermore, the construction of such a first support elementwith a discrete energy absorption element can provide a largerutilizable space in relation to the linear support device in the priorart.

In an embodiment according to the first aspect of the disclosure herein,the energy absorption element has a spring element which, beyond theelastic range, is plastically deformable or which is combined with adamper element for the absorption of energy.

Here, the spring element may be designed in a variety of ways. Forexample, the spring element may have a spiral spring which, during theabsorption of energy, is wound up beyond its elastic range and is thusplastically deformed. A winding-up action may, for example, be realizedby virtue of a first end of the spiral spring being fastened to a lowersection and a second end of the spiral spring being fastened to an uppersection.

In a further form of a spring element, the spring element may also be atorsion spring. This, too, when used in the above-stated constructionfor absorbing energy, may be bent beyond its elastic range and thusplastically deformed.

It is also conceivable for the spring element to be a compressionspring. In this case, similarly to the spiral spring, a first end of thecompression spring may be connected to the lower section and a secondend of the compression spring may be connected to the upper section ofthe support element. In this way, during actuation of the supportelement, the compression spring is pressed beyond its elastic range.

Furthermore, the energy absorption element may be coupled to at leastone damper element for the absorption of energy. It is also conceivablefor a spring element in the form of a spiral spring or of a compressionspring to be coupled to at least one damper element. Damper elementsmay, for example, be fluid dampers.

Spring elements and damper elements have the advantage that they have atechnically simple construction and thus require little maintenance.Furthermore, they are inexpensive and are known as reliable mechanicalcomponents. In this way, the costs for the construction of an aircraftfuselage are lowered, and the safety of the aircraft fuselage in theevent of a crash is increased.

In an embodiment according to the first aspect of the disclosure herein,the lower section and the upper section are connected to one another inarticulated fashion, wherein the spring element has a rotary spring atthe joint, and/or wherein the spring element has a linear compressionspring which is fastened, spaced apart from the joint, between the lowerand upper sections.

An articulated connection may be any suitable joint connection whichmovably connects a lower section to an upper section in a joint region.Examples of typical joint types are universal joints, prismatic joints,rotary joints, screw joints, hinges, rotary prismatic joints and/or balljoints. Furthermore, the rotary spring may, for example, be a spiralspring.

Such a construction has the advantage that it is technically easy torealize and, in the event of damage, for example to the spring, can beserviced easily, that is to say with little effort.

In an embodiment according to the first aspect of the disclosure herein,the lower section and the upper section partially overlap, such that anupper end of the lower section is situated above a lower end of theupper section, and wherein the spring element comprises a linear tensionspring which connects the upper end of the lower section and the lowerend of the upper section and which, in the event of a relative movementof the lower and upper sections with respect to one another, issubjected to tensile load and in the process absorbs energy.

In this context, the expression an “upper end of the lower section abovea lower end of the upper section” is to be understood to mean an “upperend of the lower section which is arranged further in the direction ofthe intermediate floor”.

This embodiment, too, has the advantage that it provides a constructionwhich is of simple design but which is reliable and inexpensive.

In an embodiment according to the first aspect of the disclosure herein,the energy absorption element has a torsion element which is attachedbetween an upper end of the lower section and a lower end of the uppersection of the support element and which, in the event of a relativerotational movement of the lower and upper sections with respect to oneanother, twists and in the process is plastically deformed.

A torsion element may, for example, be a torsion spring. It is howeveralso conceivable for the torsion element to be any other twistablemechanical component. Furthermore, the plastic deformation of thetorsion element takes place by absorption of kinetic energy from thecrash or kinetic energy from the relative movement of the upper sectionand of the lower section with respect to one another.

This construction can also be easily realized in terms of design andtherefore offers a reliable and robust construction.

In an embodiment according to the first aspect of the disclosure herein,at least one first support element has a continuous energy absorptionelement which is distributed continuously at least over a part of thelength, preferably over the entire length, of the support elementbetween the upper and lower ends of the support device.

A continuous energy absorption element is an energy absorption elementwhich extends over a major section, or even completely, between theupper and lower ends of the support element. In this way, the absorptionof the kinetic energy and thus the plastic deformation take place in amanner distributed globally and thus continuously over the region of theenergy absorption element of the support element. In other words, thesupport element itself, or parts thereof, can be designed to beplastically deformable and adapted so as to absorb energy by plasticdeformation.

A continuous energy absorption element may, for example, have acontinuously curved form. Such a form may be designed to be uniform,that is to say with a uniform bend radius across the entire form. Anexample for such a form may be a uniform arc. It is however alsoconceivable for the bend radius to locally vary. For example, in thecase of a locally varying bend radius, it is also possible for the signof the bend radius to change. Such a construction with a locally varyingbend radius may, for example, have a serpentine form as viewed in theprofile of the energy absorption element. It is also conceivable forsuch a construction of an energy absorption element to have an S-shapedform as viewed in the profile. It is furthermore conceivable for theenergy absorption element to have a construction which is inherentlycontinuously or sectionally twisted. Finally, it is conceivable for theenergy absorption element to have a combination of the above mentionedoptions. Other types of continuous construction are, however, alsopossible.

This embodiment likewise has the advantage that it is easy to constructand produce. Furthermore, the construction of a first support elementwith a continuous energy absorption element can provide a largerutilizable space in relation to the linear support device in the priorart.

In an embodiment according to the first aspect of the disclosure herein,at least one first support element has an externally supported energyabsorption element which is fastened at a first end to the supportelement and which is connected at a second end to the intermediate flooror to the fuselage structure.

Such a construction of the at least one first support element may, forexample, have a lower section and an upper section. Here, the lowersection may be connected by a first end to the fuselage structure, andthe upper section may be connected by a first end to the intermediatefloor. Furthermore, the lower section, at a second end, and the uppersection, at a second end, may be connected to one another in articulatedfashion, for example, by a joint. The energy absorption element may befastened by a first end to the joint or adjacent thereto. Furthermore,the energy absorption element may be connected at its second end to theintermediate floor or to the fuselage structure. The energy absorptionelement may be designed in a variety of ways. For example, it may bedesigned in one of the forms mentioned above.

This construction also has the advantage that it provides a constructionwhich is simple in terms of design but which is reliable andinexpensive.

In an embodiment according to the first aspect of the disclosure herein,the energy absorption element has a linear spring element which, beyondthe elastic range, is plastically deformable.

Springs have the advantage that they are components which are of simpledesign and which can be thus easy to produce. Furthermore, they exhibithigh reliability, and can be exchanged as an individual component withlittle effort.

In an embodiment according to the first aspect of the disclosure herein,the spring element is either formed as a compression spring, which isconnected at one end to the support element and at an opposite, otherend to the intermediate floor, or is formed as a tension spring, whichis connected at one end to the support element and at an opposite, otherend to the fuselage structure.

Here, the connection by the other end of the support element to thefuselage structure is in particular a connection to the underside of theaircraft fuselage.

This construction also has the advantage that it provides a constructionwhich is simple in terms of design but which is reliable andinexpensive.

In an embodiment according to the first aspect of the disclosure herein,the energy absorption element lies continuously against the surface ofthe support element and against the surface of the intermediate floorand/or of the fuselage structure such that, in the event of a relativemovement of the support element with respect to the intermediate floorand/or to the fuselage structure, the energy absorption element iscompressed between these and in the process is plastically deformed,absorbing energy.

In other words, the energy absorption element may be a continuous energyabsorption element. This arises from the fact that the energy absorptionelement may extend over a major section or the entire section betweenthe upper and lower ends of the support element. In this case, theintermediate floor can serve as counterbearing, with which the energyabsorption element may be in permanent contact, that is to say contactby abutment of the energy absorption element against the intermediatefloor. In the event of a crash of the underside of the aircraftfuselage, kinetic energy can be transmitted from the underside of theaircraft fuselage to the energy absorption element. Because of thepermanent contact with the intermediate floor which serves ascounterbearing, the energy absorption element can undergo compression,which can develop into a plastic deformation. Here, the kinetic energytransmitted from the underside of the aircraft fuselage can be convertedinto deformation energy.

It is, however, also conceivable for the energy absorption element tolie against the surfaces of the support element and of the fuselagestructure, in particular of the fuselage structure at the underside ofthe aircraft fuselage. In this case, the fuselage structure can serve ascounterbearing, with which the energy absorption element may be inpermanent contact, that is to say contact by abutment of the energyabsorption element against the fuselage structure. In the event of acrash of the underside of the aircraft fuselage, kinetic energy can betransmitted from the underside of the aircraft fuselage to the energyabsorption element. Because of the permanent contact with the fuselagestructure which serves as counterbearing, the energy absorption elementcan undergo compression, which can develop into a plastic deformation.Here, the kinetic energy transmitted from the underside of the aircraftfuselage can be converted into deformation energy.

This embodiment of a support element has the advantage that energy canbe absorbed continuously. Furthermore, such a support element is easy toproduce.

In an embodiment according to the first aspect of the disclosure herein,the energy absorption element is arcuate as viewed from a directionparallel to the longitudinal axis of the fuselage structure, wherein aconcave side points in the direction of the longitudinal axis of thefuselage structure.

Such an energy absorption element is an example of a continuous energyabsorption element. The energy absorption element can continuouslyconvert kinetic energy into deformation energy by deformation of thearc. Furthermore, such a form, that is to say the concave, arcuate formas viewed from the direction of the longitudinal axis of the fuselagestructure, can reduce the space required in the lower deck by thearrangement of the support element.

In an embodiment according to the first aspect of the disclosure herein,the energy absorption element has a first section with a driving-insection and has a second section with a receiving element, wherein thefirst section is movable relative to the driving-in section and whereinthe receiving element is designed to receive the driving-in section whenthe driving-in section moves in the direction of the receiving element.

A driving-in section may, for example, be a bolt. A receiving elementmay, for example, be a bore which has a diameter smaller than thediameter of the bolt. The receiving element may however also be formedby a section of the support device or of a support element or a sectionof the intermediate floor or of the fuselage structure. The driving-insection may, for example, be arranged on an upper section of a supportelement, and the receiving element may be arranged on a lower section ofthe support element. The upper section of the support element may bemovable relative to the lower section of the support element. In thisway, the driving-in section, that is to say, for example, the bolt, canlikewise be movable relative to the receiving element, that is to say,for example, to the bore, and in the direction thereof. It is howeveralso conceivable for the energy absorption element to be designed as aso-called “crash element”. A crash element has in this case a sectionwhich is plastically deformed as a result of a movement, that is to saya thrust movement, for example against a section of the intermediatefloor, a section of the fuselage structure or a section of the supportdevice or of the support element, and thus absorbs kinetic energy. Inother words, a crash element can be “crashed”, that is to say deformed,and thus can convert directional kinetic energy into non-directional ordirectional deformation energy, for example by compression.

In the event of a crash of the underside of a aircraft fuselage, it isnow possible for the support element to transmit kinetic energy to theenergy absorption element. The absorbed kinetic energy and the resultingrelative movement between driving-in section and receiving element cannow lead to the bolt of the driving-in section being driven into thebore of the receiving element. Here, the bore of the receiving element,because of its relatively small diameter, may shear material from thebolt, that is to say plastically deform the bolt.

Furthermore, it is also possible for the driving-in section to bearranged on the lower section and the receiving element to be arrangedon the upper section of the support element. Finally, it is alsoconceivable for either the driving-in section or the receiving elementto be arranged on the fuselage structure of the underside of theaircraft fuselage or on the intermediate floor, and for thecorresponding counterpart, that is to say the receiving element or thedriving-in section, to be arranged on the lower section of the supportelement or on the upper section of the support element respectively.

Such an arrangement also has the advantage that it provides a reliableand inexpensive energy absorption element.

In an embodiment according to the first aspect of the disclosure herein,the energy absorption element has a deformation element, wherein thedeformation element is designed to undergo the plastic deformation bybending, rotation, compression or shearing when it absorbs kineticenergy.

Such a deformation element may be designed in a variety of ways, and isthus inexpensive to manufacture, and can be adapted to the position ofthe energy absorption element or of the support device in the aircraftfuselage.

In an embodiment according to the first aspect of the disclosure herein,the fuselage structure has an energy absorption region which is providedas a predetermined buckling line parallel to the longitudinal axis andwhich is designed to, in the event of a crash, undergo plasticdeformation and absorb energy, wherein the predetermined buckling lineis provided above the position at which the support device is fastenedto the fuselage structure.

In other words, the fuselage structure may have a section which isdesigned for absorbing energy. Such a section may also be referred to aspredetermined buckling line. The section may, for example, extend alonga line running parallel to the longitudinal axis of the fuselagestructure. However, other profiles of the section are also conceivable.It is also conceivable for such a section to be arranged on both sidesof the fuselage structure in the lower deck, that is to say on aleft-hand side and a right-hand side of the lower deck. This arrangementmay, for example, be symmetrical with respect to a plane spanned by thelongitudinal axis of the fuselage structure and of a line runningperpendicular to the intermediate floor and through the longitudinalaxis. Furthermore, the section for absorbing energy, that is to say thepredetermined buckling line, may be arranged above the connection of thesupport device to the fuselage structure of the lower part of theaircraft fuselage, and thus further in the direction of the intermediatefloor. It is also conceivable for more than one predetermined bucklingline to be arranged on each side of the fuselage structure. Finally, itis conceivable for the predetermined buckling line to be of areal formwith an extent in a circumferential direction and an extent in thedirection of the longitudinal axis.

In the event of a crash of the underside of the aircraft fuselage, it isnow possible for kinetic energy to also be absorbed by the predeterminedbuckling line in addition to the support device. Here, the predeterminedbuckling line can be plastically deformed such that the region adjacentto the predetermined buckling line at least partially moves outwards,that is to say away from the longitudinal axis of the fuselagestructure. In other words, the predetermined buckling line “buckles”outwards. Here, the space between the fuselage structure and the supportdevice increases. This enlarged space can now, for example, be occupiedby the plastically deformable support device, without the support devicecolliding with the fuselage structure or with the outer skin arrangedthereon.

This has the advantage that kinetic energy can also be absorbed by thefuselage structure in addition to the support device. Furthermore, thefuselage structure or the outer skin remains intact, because a collisionis prevented because of the increase in size of the space between theplastically deformed support device and the fuselage structure or theouter skin arranged thereon.

The present object is furthermore achieved, by a second aspect of thedisclosure herein, by a module for installation into an aircraftfuselage. The module for installation into an aircraft fuselageaccording to the second aspect of the disclosure herein comprises asupport device and a wall panel which extends along a longitudinal axisand along a circumferential direction, wherein the support device has alower end and an upper end, wherein the lower end is designed to beconnected to a fuselage structure in a lower deck of the aircraftfuselage, and the upper end is designed to be connected to anintermediate floor in the aircraft fuselage, wherein the wall panel isconnected to the support device, wherein the support device has aconcave form as viewed from the longitudinal axis, wherein the supportdevice has an energy absorption element between the upper end and thelower end, wherein the energy absorption element is designed such that,in the event of a defined crash of an underside of the aircraftfuselage, the energy absorption element undergoes a defined plasticdeformation and, in so doing, absorbs a defined amount of kinetic energyof that part of the fuselage structure which is connected to the lowerend of the support device, if the lower end of the support device isconnected to the fuselage structure in the lower deck of the aircraftfuselage and if the upper end of the support device is connected to theintermediate floor in the aircraft fuselage, and wherein the definedplastic deformation and the defined amount of absorbed energy areselected such that, in the event of the crash, the fuselage structureis, at the underside of the aircraft fuselage, deformed at most to suchan extent that a minimum height between a seat surface of passengerseats provided in the lower deck and the intermediate floor is notundershot.

In other words, the module according to the second aspect of thedisclosure herein is provided for installation into an aircraftfuselage. A module may be a device which has a multiplicity of elementswhich together form the module. The module may furthermore be installedas a relatively small unit in a relatively large unit, for example anaircraft fuselage. In an installed, that is to say fitted state of themodule in an aircraft fuselage, the module can interact with theaircraft fuselage. Corresponding fastening devices may be provided bothon the module and in the aircraft fuselage. The fastening devices of theaircraft fuselage and of the module may be designed for installing themodule, for example, in positionally fixed fashion in the aircraftfuselage.

The fuselage structure may have the form of a tube, though may also be apassenger region of a flying-wing aircraft. A flying-wing aircraft is anaircraft without a separately projecting elevator unit, verticalstabilizing fins or a rudder unit. The tubular fuselage structure mayhave, or be formed from, transverse and longitudinal stiffeningelements. Both the transverse and the longitudinal stiffening elementsincrease the stability and stiffness of the fuselage structure.Transverse stiffening elements may be ribs which are arrangedsubstantially in a circumferential direction of the tubular fuselagestructure. Longitudinal stiffening elements may be so-called stringers,which are arranged substantially along an axis perpendicular to thecircumferential direction, that is to say a central longitudinal axis(also referred to as central axis) of the fuselage structure. Thefuselage structure may furthermore have an outer skin which spatiallydivides an interior compartment of the fuselage structure, that is tosay a cabin interior compartment, from the external surroundings of thefuselage structure.

Furthermore, the aircraft fuselage has an intermediate floor, alsoreferred to as cabin floor. This intermediate floor can extendhorizontally through the interior compartment of the fuselage structureand can divide the interior compartment of the cabin, preferably atleast in sections, into an upper deck and a lower deck. The upper deckis in this case preferably arranged above the lower deck. Theintermediate floor can be furthermore fastened to the fuselagestructure, that is to say, for example, to the longitudinal and/ortransverse stiffening elements. The upper deck may in this case bedesigned as a cabin with seats for passengers. The lower deck may beconfigured as a freight compartment for transporting luggage belongingto the passengers and/or goods.

The module has a support device. The support device may have at leastone first support element. The support device has an upper end and alower end. The upper end of the support device is designed to beconnected or fastened to the intermediate floor. The lower end of thesupport device is designed to be fastened to a section of the fuselagestructure in the lower deck. Here, the upper end of the support devicecan be situated opposite the lower end of the support device. Forexample, the support device may be fastened to a transverse and/orlongitudinal stiffening element when the module is installed in theaircraft fuselage. The lower end, fastened to the fuselage structure, ofthe support device can form in this case a counterbearing of the supportdevice, whereby the support device can support the intermediate floor.

Furthermore, the module has a wall panel. In particular, the wall panelmay be a wall lining element. The wall panel extends along alongitudinal axis and along a circumferential direction. Here, thelongitudinal axis of the module may be the same longitudinal axis as theaircraft fuselage when the module is installed in the aircraft fuselage.It is however also conceivable for the longitudinal axis of the moduleto describe an axis of the module in the longitudinal axis of the modulewhen the module is not installed in the aircraft fuselage, wherein thelongitudinal axis of the module may however coincide with thelongitudinal axis of the aircraft fuselage when the module is installedin the aircraft fuselage. The circumferential direction may be thecircumferential direction of the aircraft fuselage when the module isinstalled in the aircraft fuselage. It is also conceivable for thecircumferential direction to describe a direction of the module along adirection perpendicular to the longitudinal axis of the module,preferably a curved direction, when the module is not installed in theaircraft fuselage, wherein the circumferential direction of the modulemay coincide with the circumferential direction of the aircraft fuselagewhen the module is installed in the aircraft fuselage. Therefore, thewall panel may be designed as a plate-like element, wherein theplate-like element may have no or at least one curvature with a radiusof curvature.

Furthermore, the wall panel is connected to the support device. Aconnection may be a direct connection or an indirect connection. Adirect connection may be a connection in the case of which at least apart of a surface of the wall panel lies against a part of a surface ofthe support device. An indirect connection may be a connection in thecase of which at least a part of a surface of the wall panel liesagainst a part of an intermediate element or of a set of intermediateelements. Then, in turn, a part of a surface of the support device maylie against at least one further part of the surface of the intermediateelement or of the set of intermediate elements.

The support device may be designed in a variety of ways. For example,the support device may have one, two or a multiplicity of supportelements. The support elements may, for example, be designed as strutsand have an upper and a lower end. Here, a strut may describe an elementwhich has a spatial extent or a size which corresponds to the spatialextent of a transverse and/or longitudinal stiffening element in anaircraft fuselage or a multiple thereof.

The support device has a form which is concave as viewed from thelongitudinal axis, for example, from the longitudinal axis of thefuselage structure or the aircraft fuselage respectively. A concave formmeans that the support device preferably has a region between the lowerand upper ends which runs not linearly but non-linearly. In particular,the support device may be kinked or curved away from the longitudinalaxis of the aircraft fuselage.

Furthermore, the support device has an energy absorption element betweenthe upper end and the lower end. The energy absorption element may, forexample, be arranged in a defined local region between the upper end ofthe support device and the lower end of the support device. It ishowever also conceivable for the energy absorption element to extendfrom the upper end of the support device towards the lower end of thesupport device and thus globally over more than half or even the entiresupport device.

The energy absorption element is designed for absorbing kinetic energy,in particular energy from a defined crash of an underside of theaircraft fuselage, when the module is installed in the aircraftfuselage, that is to say the lower end of the support device isconnected to the fuselage structure in the lower deck of the aircraftfuselage and when the upper end of the support device is connected tothe intermediate floor in the aircraft fuselage. In this case, theenergy absorption element is designed to undergo a defined plasticdeformation and thus absorb a defined amount of kinetic energy of thatpart of the fuselage structure which is connected to the lower end ofthe support device.

The defined amount of energy absorbed by the energy absorption elementand the defined plastic deformation are selected such that, in the eventof the crash, the fuselage structure at the underside of the aircraftfuselage is deformed at most to such an extent that a minimum heightbetween a seat surface of a passenger seat of passenger seats providedin the lower deck and the intermediate floor is not undershot. Thus, theenergy absorption element absorbs such a defined amount of kineticenergy from the fuselage structure of the underside of the aircraftfuselage that the lower deck is not fully deformed and a “survivalspace” is present for the passengers in the lower deck during and afterthe crash. This survival space improves the survival chances of thepassengers in the lower deck for the situation of a crash of theunderside of the aircraft fuselage. Here, the lower deck is deformed atmost such that the lower deck has a minimum height during and after thecrash. Here, the minimum height describes the height or the verticaldistance between a seat surface of a passenger seat arranged in thelower deck and the intermediate floor. This minimum height must not beundershot in the event of a crash. By the minimum height of the lowerdeck, a “survival space” for the passengers situated in the lower deckremains present in any case in the event of a crash, and thus improvesthe survival chances of the passengers.

The module according to the second aspect of the disclosure herein hasthe advantage that it can be easily installed into an aircraft fuselage.Furthermore, the modules can be manufactured already outside theaircraft fuselage, such that only the final installation has to beperformed on-site in the aircraft fuselage, whereby the time requiredfor the installation of the module is minimized. This leads to anincrease in efficiency in the construction process of an aircraftfuselage or aircraft.

Furthermore, because of the space-saving design of the module, thespatial volume required for the support device in the lower deck isreduced. The special volume thus freed up can thus be additionally usedfor the arrangement of passenger seats.

Finally, the module, because of its capability of converting kineticenergy into plastic deformation energy, makes it possible in the firstplace for passengers to be transported safely or more safely in thelower deck, and greatly increases the likelihood of survival of thepassengers transported in the lower deck.

In an embodiment according to the second aspect of the disclosureherein, the wall panel has a hinge region which is arranged adjacent tothe energy absorption element of the structure element.

Here, a hinge region may be a region which connects an upper section ofthe wall panel to a lower section of the wall panel. The hinge regionmay have at least one hinge which is designed to movably connect theupper section of the wall panel to the lower section of the wall panel.The at least one hinge may be designed such that the mobility of thehinge is provided only after a minimum force has been overcome. Beforethe minimum force is overcome, the at least one hinge may be a rigidconnection. Furthermore, the hinge region may be arranged in the regionof the energy absorption element. It is finally conceivable for morethan one hinge region to be provided. For example, two hinge regions maybe oriented substantially parallel to one another and spaced apart inthe circumferential direction.

The hinge region has the advantage that, in the event of a crash of theunderside of the aircraft fuselage and the absorption of energy by theenergy absorption element by plastic deformation, the wall panel canfollow the movement of the support device in the direction of thefuselage structure. This prevents the wall panel from beinguncontrollably damaged, and passengers being injured by flying parts ofthe wall panels, during the plastic deformation of the support device orof the energy absorption element.

In an embodiment according to the second aspect of the disclosureherein, the wall panel and/or the support device has connecting elementswhich are designed to be connected to connecting elements of a furthermodule.

Here, the further module may be a module according to the second aspectof the disclosure herein. It is however also conceivable for the furthermodule to be a module of some other construction. For example, thefurther module may be a module which merely has a wall panel andfastener(s) for fastening to the fuselage structure and/or theintermediate floor. In particular, the further module may be a modulewhich has no support device. In this context, connecting elements may beall elements suitable for connecting modules. Examples of suchconnecting elements are screws and bores, clamping connectors and/orplug connectors.

Such an embodiment offers an increased degree of flexibility in theinstallation of modules in an aircraft.

In an embodiment according to the second aspect of the disclosureherein, the module has a display element which is designed fordisplaying exterior views of the aircraft.

The display element may, for example, be arranged over a full area overthe entire wall panel, or only over an upper section of the wall panel,or only in certain regions, for example in the form of a typical windowpattern of an aircraft cabin. The contents displayed on the displayelement may, for example, be moving images, live images from one or moreexterior cameras, or static images.

Through the use of display elements in the module, the comfort of thepassenger in the lower deck as a passenger deck is improved.

In an embodiment according to the second aspect of the disclosureherein, an outer surface, directed in the direction of the longitudinalaxis, of the support device and/or of the wall panel has an S shape asviewed from a direction parallel to the longitudinal axis of thefuselage structure.

In one section of the wall panel formed by the S shape, it is, forexample, possible to create a stowage compartment in which the passengercan stow items of luggage. It is furthermore conceivable that, by the Sshape, a section is created which, through suitable dimensioning andmaterial selection, can likewise absorb energy in the event of a crash.Such a section can then act as an additional energy absorption element.Finally, a combination of stowage compartment and additional energyabsorption element is also conceivable.

The S shape thus increases the comfort of the passengers and/or cancontribute to the improvement in safety and the chances of survival ofthe passengers.

In an embodiment according to the second aspect of the disclosureherein, the wall panel is divided by the hinge region into an uppersection of the wall panel and a lower section of the wall panel, whereinthe upper section of the wall panel is displaceable, behind or in frontof the lower section of the wall panel, in the direction of the lowersection of the wall panel.

In other words, the upper section of the wall panel can, for example,move in a circumferential direction relative to the lower section of thewall panel and in the direction of the lower section of the wall panel.It is also conceivable for the lower section of the wall panel to becapable of moving in the circumferential direction relative to the uppersection of the wall panel and in the direction of the upper section ofthe wall panel. For this purpose, the moving section of the wall panelmay have a fastening device by which the moving section is connected tothe support structure. At the same time, the fastening device may permita movement in the circumferential direction which may preferably bedecoupled from a movement of the support element in the event of acrash. It is however also possible for the upper or lower section, inthe event of a movement of the support element of the module, to movejointly with the support element and thus, for example, move away orbuckle away from the longitudinal axis.

The relative movement capability of the wall panel has the advantagethat, in the event of a crash of the underside of the aircraft fuselageand the absorption of energy by the energy absorption element by plasticdeformation, the wall panel can, for example, because of the movement ofthe support device coupled thereto, follow the latter in the directionof the fuselage structure. This prevents the wall panel from beinguncontrollably damaged during the plastic deformation of the supportdevice and/or of the energy absorption element and passengers beinginjured by flying parts of the wall panels.

In an embodiment according to the second aspect of the disclosureherein, the wall panel has a section which provides at least onereceptacle and/or fastening for cables, lines and/or pipes.

Such a section is preferably arranged on a rear side of the wall panel.A rear side of the wall panel may in this case be a surface of the wallpanel averted from the longitudinal axis. Typical sections for receivingand/or fastening for cables and lines may be: cable channels, clamps,brackets, clips, empty pipes in which cables can be laid, or a railsystem with modular holders. Typical sections for receiving and/orfastening for pipes may be: pipe clips, channels, pipe carriages, roundhoops, pipe brackets or a rail system with modular holders.

The provision of at least one such section has the advantage thatcables, lines and/or pipes can be laid with little effort during theinstallation of the module. This in turn saves time and improvesefficiency.

In an embodiment according to the second aspect of the disclosureherein, the wall panel has a section which provides a stowagecompartment.

A stowage compartment is a space for accommodating articles such as, forexample, items of luggage or flotation vests.

The provision of a stowage compartment in a section of the wall panelhas the advantage that a passenger sitting adjacent to the wall panel orto the module can place their items of luggage in the stowagecompartment and thus has an increased amount of legroom, for example, attheir seat.

In an embodiment according to the second aspect of the disclosureherein, the stowage compartment is arranged in the lower section of thewall panel.

For example, the stowage compartment may be arranged in a region offsetwith respect to the lower section of the wall panel, for example in theform of a type of box. It is however also conceivable for the stowagecompartment to be recessed into the lower section of the wall panel suchthat the wall panel with stowage compartment visually differs from awall panel without stowage compartment on an inner side of the wallpanel only by an opening for accessing the stowage compartment. An innerside of the wall panel may in this case be that side of the wall panelwhich faces towards the longitudinal axis.

Through the provision of the stowage compartment in the lower section ofthe wall panel, the upper section of the wall panel can be utilizedseparately, for example by providing a display element.

In an embodiment according to the second aspect of the disclosureherein, the wall panel has side surfaces transverse to the longitudinalaxis, and is connected to the support device in at least one section ofone of the side surfaces.

Side surfaces may preferably be surfaces which are connected in oneregion to the inner side of the wall panel and in another region to therear side of the wall panel, and which point away from the wall panel.

Such a connection of the wall panel to the support device has theadvantage that it can be technically easily produced and can thus beperformed quickly during the assembly of the module. This increases theefficiency during the assembly of the module.

In an embodiment according to the second aspect of the disclosureherein, the support device has at least one support element, wherein thesupport element has an energy absorption element, wherein the supportelement and/or the energy absorption element is arcuate as viewed from adirection parallel to the longitudinal axis of the fuselage structure,wherein a concave side points in the direction of the longitudinal axisof the fuselage structure.

Such an energy absorption element is an example of a continuous energyabsorption element. A continuous energy absorption element is an energyabsorption element which extends over a major section, or evencompletely, between an upper and a lower end of the support element. Inthis way, the absorption of the kinetic energy and thus the plasticdeformation take place in a manner distributed globally and thuscontinuously over the region of the energy absorption element of thesupport element. In other words, the support element itself, or partsthereof, can be designed to be plastically deformable and adapted so asto absorb energy by plastic deformation.

The energy absorption element can convert kinetic energy intodeformation energy in continuous fashion by deformation of the arc.Furthermore, such a form, that is to say the concave, arcuate form asviewed from the direction of the longitudinal axis of the fuselagestructure, can reduce a space required by the arrangement of the modulein the lower deck.

In an embodiment according to the second aspect of the disclosureherein, the module has a support device with at least one first supportelement, wherein the first support element has a discrete energyabsorption element which connects a lower section to an upper section,wherein the lower section has the lower end and the upper section hasthe upper end of the support device, and wherein, in the event of arelative movement of the lower section with respect to the uppersection, the energy absorption element is plastically deformed.

A discrete energy absorption element is an energy absorption elementwhich extends only in a spatially very limited region, for example theregion of a joint, of a connecting or coupling point, between the upperand lower end of the support element. Thus, the absorption of thekinetic energy, and thus the plastic deformation, takes place in alocally concentrated manner in a discrete and particular region of thesupport element.

The lower section may preferably be formed as a rigid and/or straightlower section. Furthermore, the upper section may likewise be formed asa rigid and/or straight upper section. It is also conceivable forseveral or all of the support elements to be designed in the manner ofthe first support element, or to differ from the first support elementin particular regions of the aircraft fuselage.

This embodiment has the advantage that it is easy to construct andproduce.

In an embodiment according to the second aspect of the disclosureherein, the support device or the energy absorption element has a springelement which, beyond the elastic range, is plastically deformable orwhich is combined with a damper element for the absorption of energy.

Here, the spring element may be designed in a variety of ways. Forexample, the spring element may have a spiral spring which, during theabsorption of energy, is wound up beyond its elastic range and is thusplastically deformed. A winding-up action may, for example, be realizedby virtue of a first end of the spiral spring being fastened to a lowersection and a second end of the spiral spring being fastened to an uppersection.

In a further form of a spring element, the spring element may also be atorsion spring. This, too, when used in the above-stated constructionfor absorbing energy, may be bent beyond its elastic range and thusplastically deformed.

It is also conceivable for the spring element to be a compressionspring. In this case, similarly to the spiral spring, a first end of thecompression spring may be connected to the lower section and a secondend of the compression spring may be connected to the upper section ofthe support element. In this way, during actuation of the supportelement, the compression spring is pressed beyond its elastic range.

Furthermore, the energy absorption element may be coupled to at leastone damper element for the absorption of energy. It is also conceivablefor a spring element in the form of a spiral spring or a compressionspring to be coupled to at least one damper element. Damper elementsmay, for example, be fluid dampers.

Spring elements and damper elements have the advantage that they have atechnically simple construction and thus require little maintenance.Furthermore, they are inexpensive and are known as reliable mechanicalcomponents. In this way, the costs for the construction of a module arelowered, and the safety of the aircraft fuselage in the event of acrash, when the module is installed, is increased.

In an embodiment according to the second aspect of the disclosureherein, the energy absorption element lies continuously against thesurface of the support element and against the surface of theintermediate floor and/or the fuselage structure, when the module isinstalled in the aircraft fuselage, such that, in the event of arelative movement of the support element with respect to theintermediate floor and/or the fuselage structure, the energy absorptionelement is compressed between these and in the process is plasticallydeformed, absorbing energy.

In other words, the energy absorption element may be a continuous energyabsorption element. This arises from the fact that the energy absorptionelement may extend over a major section or the entire section betweenthe upper and lower ends of the support element. When the module isinstalled, the intermediate floor can serve as counterbearing, withwhich the energy absorption element may be in permanent contact, that isto say contact by abutment of the energy absorption element against theintermediate floor. In the event of a crash of the underside of theaircraft fuselage, kinetic energy can, when the module is installed, betransmitted from the underside of the aircraft fuselage to the energyabsorption element. Because of the permanent contact with theintermediate floor which serves as counterbearing, the energy absorptionelement can undergo compression, which can develop into a plasticdeformation. Here, the kinetic energy transmitted from the underside ofthe aircraft fuselage can be converted into deformation energy.

It is however also conceivable for the energy absorption element to lieagainst the surfaces of the support element and of the fuselagestructure, in particular of the fuselage structure at the underside ofthe aircraft fuselage, when the module is installed. In this case, thefuselage structure can serve as counterbearing, with which the energyabsorption element may be in permanent contact, that is to say contactby abutment of the energy absorption element against the fuselagestructure. In the event of a crash of the underside of the aircraftfuselage, kinetic energy can, when the module is installed, betransmitted from the underside of the aircraft fuselage to the energyabsorption element. Because of the permanent contact with the fuselagestructure which serves as counterbearing, the energy absorption elementcan undergo compression, which can develop into a plastic deformation.Here, the kinetic energy transmitted from the underside of the aircraftfuselage can be converted into deformation energy.

It is furthermore conceivable that, for the situation that the module isinstalled in the aircraft fuselage, and the energy absorption elementlies with one of its surfaces against a surface of the fuselagestructure, the energy absorption element can be designed as part of thewall panel. In particular, in this case, the energy absorption elementmay be designed as a stowage compartment or a container. This containermay, through corresponding dimensioning and construction, be designed toabsorb kinetic energy from the underside of the aircraft fuselage, andundergo plastic deformation, in the event of a crash of the underside ofthe aircraft fuselage.

This embodiment of a module with a support element of the type has theadvantage that energy can be absorbed continuously. Furthermore, amodule of the type with a support element of such design is easy toproduce.

Furthermore, the present object is achieved by an aircraft having anaircraft fuselage according to the first aspect of the disclosure hereinand/or having a module according to the second aspect of the disclosureherein.

An aircraft of the type has the advantage that passengers can betransported in the lower deck. Furthermore, by the aircraft fuselageprovided in the aircraft and/or at least one module, the likelihood ofsurvival of passengers in the lower deck in the event of a crash of theunderside of the aircraft fuselage can be considerably improved.

In an embodiment of the aircraft having an aircraft fuselage with afuselage structure and with a module, according to the second aspect ofthe disclosure herein, the fuselage structure has an energy absorptionregion which is provided as a predetermined buckling line parallel tothe longitudinal axis and which is designed to, in the event of a crash,undergo plastic deformation and absorb energy, wherein the predeterminedbuckling line is provided above the position at which the support deviceis fastened to the fuselage structure.

In other words, the fuselage structure may have a section which isdesigned for absorbing energy. Such a section may also be referred to aspredetermined buckling line. The section may, for example, extend alonga line running parallel to the longitudinal axis of the fuselagestructure. However, other profiles of the section are also conceivable.It is also conceivable for such a section to be arranged on both sidesof the fuselage structure in the lower deck, that is to say on aleft-hand side and a right-hand side of the lower deck. This arrangementmay, for example, be symmetrical with respect to a plane spanned by thelongitudinal axis of the fuselage structure and of a line runningperpendicular to the intermediate floor and through the longitudinalaxis. Furthermore, the section for absorbing energy, that is to say thepredetermined buckling line, may be arranged above the connection of thesupport device of the module to the fuselage structure of the lower partof the aircraft fuselage, and thus further in the direction of theintermediate floor. It is also conceivable for more than onepredetermined buckling line to be arranged on each side of the fuselagestructure. Finally, it is conceivable for the predetermined bucklingline to be of areal form with an extent in a circumferential directionand an extent in the direction of the longitudinal axis.

In the event of a crash of the underside of the aircraft fuselage, it isnow possible for kinetic energy to also be absorbed by the predeterminedbuckling line in addition to the module or the support device thereof.Here, the predetermined buckling line can plastically deform such thatthe region adjacent to the predetermined buckling line at leastpartially moves outwards, that is to say away from the longitudinal axisof the fuselage structure. In other words, the predetermined bucklingline “buckles” outwards. Here, the space between the fuselage structureand the support device of the module increases. This enlarged space cannow, for example, be occupied by the plastically deformable supportdevice of the module, without the support device colliding with thefuselage structure or with the outer skin arranged thereon.

This has the advantage that kinetic energy can also be absorbed by thefuselage structure in addition to the module or the support devicethereof. Furthermore, the fuselage structure or the outer skin remainsintact, because a collision is prevented because of the increase in sizeof the space between the plastically deformed support device and thefuselage structure or the outer skin arranged thereon.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure herein will be described below on the basis of schematicdrawings, which are merely exemplary, and in which:

FIG. 1 shows an embodiment of an aircraft having an aircraft fuselageand/or module according to the disclosure herein;

FIG. 2 shows a part of a cross section through the aircraft fuselage inFIG. 1 ;

FIGS. 3A and 3B schematically show the support device in the prior artand the support device of the aircraft fuselage and/or module accordingto the disclosure herein;

FIG. 4 is a schematic illustration showing the functioning of thesupport device of the aircraft fuselage and/or module according to thedisclosure herein;

FIGS. 5-12 show preferred embodiments of the support device of theaircraft fuselage and/or module according to the disclosure herein;

FIG. 13 shows a preferred embodiment of a module according to thedisclosure herein during assembly with a second module;

FIG. 14 shows a preferred embodiment of the module according to thedisclosure herein with cable systems installed thereon; and

FIG. 15 shows a multiplicity of installed embodiments of the moduleaccording to the disclosure herein.

DETAILED DESCRIPTION

FIG. 1 shows an aircraft 1 having an aircraft fuselage 3 according tothe first aspect of the disclosure herein and a module according to thesecond aspect of the disclosure herein. The aircraft 1 or the aircraftfuselage 3 has a longitudinal axis L. The longitudinal axis L isparallel to a direction of flight F of the aircraft 1 duringstraight-ahead flight.

FIG. 2 shows a cross section of a part of the aircraft fuselage 3 fromFIG. 1 . Here, the aircraft fuselage 3 has a fuselage structure 5. Here,the fuselage structure 5 has the form of a tube, though may also be apassenger region of a flying-wing aircraft. A flying-wing aircraft is anaircraft without a separately projecting elevator unit, verticalstabilizing fins or a rudder unit. The tubular fuselage structure 5 mayhave, or be formed from, transverse and longitudinal stiffeningelements. Both the transverse and the longitudinal stiffening elementsincrease the stability and stiffness of the fuselage structure 5.Transverse stiffening elements may be ribs which are arrangedsubstantially in a circumferential direction U of the tubular fuselagestructure 5. Longitudinal stiffening elements may be so-calledstringers, which are arranged substantially along an axis perpendicularto the circumferential direction U, that is to say the centrallongitudinal axis L of the fuselage structure 5. The fuselage structure5 may furthermore have an outer skin 7 which spatially divides aninterior compartment 9 of the fuselage structure 5, that is to say acabin interior compartment, from the external surroundings of thefuselage structure 5.

Furthermore, the aircraft fuselage 3 has an intermediate floor 11, alsoreferred to as cabin floor. This intermediate floor extends horizontallythrough the interior compartment 9 of the fuselage structure 5 anddivides the interior compartment 9 of the cabin, preferably at least insections, into an upper deck 13 and a lower deck 15. The upper deck 13is in this case preferably arranged above the lower deck 15. Theintermediate floor 11 is furthermore fastened to the fuselage structure5, that is to say, for example, to the longitudinal and/or transversestiffening elements. The upper deck 13 may in this case be designed as acabin with passenger seats 17 with seats for passengers. The lower deck15 may be configured as a freight compartment for transporting luggagebelonging to the passengers and/or goods.

Furthermore, a support device 19 is provided in the lower deck 15. Thesupport device 19 may have at least one first support element 21. Thesupport device 19 has an upper end 23 and a lower end 25. The upper end23 of the support device 19 is fastened to the intermediate floor 11.The lower end 25 of the support device 19 is fastened to a section ofthe fuselage structure 5 in the lower deck 15. Here, the upper end 23 ofthe support device 19 is situated opposite the lower end 25 of thesupport device 19. For example, the support device 19 may be fastened toa transverse and/or longitudinal stiffening element. The lower end 25,fastened to the fuselage structure 5, of the support device 19 forms acounterbearing of the support device 19, whereby the support device 19can support the intermediate floor.

The support device 19 may be designed in a variety of ways. For example,the support device 19 may have one, two or a multiplicity of supportelements 21. The support elements 21 may, for example, be designed asstruts and have an upper and a lower end. Here, a strut may describe anelement which has a spatial extent or a size which corresponds to thespatial extent of a transverse and/or longitudinal stiffening element ora multiple thereof. The upper ends of the support elements 21 may eachbe fastened to the intermediate floor 11. The lower ends of the supportelements 21 may each be fastened to a section of the fuselage structure5 in the lower deck 15. For example, the support elements 21 may each befastened to one or more transverse and/or longitudinal stiffeningelements. The support elements may be arranged in the two end regions ofthe lower deck 15, that is to say in the region of the lower deck 15adjacent to the outer skin 7.

It is however also conceivable for the support device 19 to have one,two or a multiplicity of panel-like support elements 21, that is to saysupport elements 21 in the form of panels. A panel-like support element21 may be a support element 21 which has both an extent in thecircumferential direction U and an extent in the longitudinal axis L ofthe fuselage structure 5. For example, a panel-like support element 21may have an extent in a longitudinal axis L of the aircraft fuselage 3which lies in the range of the spacing of the transverse stiffeningelements or one or more multiples thereof. Furthermore, the panel-likesupport element 21 may have an extent in a circumferential direction Uof the aircraft fuselage 3 which lies in the range of the spacing oflongitudinal stiffening elements or one or more multiples thereof.Finally, it is conceivable for a multiplicity of panel-like supportelements 21 to be arranged in the lower deck 15 and to support theintermediate floor 11. The panel-like support elements 21 may each alsohave an upper and a lower end. Here, the upper ends of the supportelements 21 may each be fastened to the intermediate floor 11. The lowerends of the support elements 21 may each be fastened to a section of thefuselage structure 5 in the lower deck 15. For example, the supportelements 21 may each be fastened to one or more transverse and/orlongitudinal stiffening elements. The support elements 21 may bearranged in the two end regions of the lower deck 15, that is to say inthe region of the lower deck 15 adjacent to the outer skin 7.

The support device 19 has a form which is concave as viewed from thelongitudinal axis L of the fuselage structure 5. A concave form meansthat the support device 19 preferably has a region between the lower andupper ends 23, 25 which runs not linearly but non-linearly. Inparticular, the support device 19 may be kinked or curved towards thefuselage structure 5 and thus kinked or curved away from thelongitudinal axis L of the aircraft fuselage 3.

Furthermore, the support device 19 has an energy absorption element 27between the upper end 23 and the lower end 25. The energy absorptionelement 27 may, for example, be arranged in a defined local regionbetween the upper end 23 of the support device 19 and the lower end 25of the support device 19. It is however also conceivable for the energyabsorption element 27 to extend from the upper end 23 towards the lowerend 25 and thus globally over more than half or even the entire supportdevice 19. The energy absorption element 27 is designed for absorbingkinetic energy, in particular energy from a crash.

The energy absorption element 27 is furthermore designed such that, inthe event of a defined crash of an underside 29 of the aircraft fuselage3, the energy absorption element 27 absorbs a defined amount of kineticenergy. The kinetic energy originates from that part of the fuselagestructure 5 which is connected to the lower end 25 of the support device19. In absorbing kinetic energy from a crash, the energy absorptionelement 27 undergoes a defined plastic deformation. Here, a plasticdeformation describes a conversion of the kinetic energy from the crashinto some other form of energy, such as, for example, deformation energyor heat.

Furthermore, FIG. 2 shows, in the cross section of the aircraft fuselage3, a module 35. The module 35 is provided for installation into theaircraft fuselage 3 and is shown in FIG. 2 in an installed, that is tosay fitted state.

The module 35 has a support device 37. The support device 37 may have atleast one first support element 39. The support device 37 has an upperend 41 and a lower end 43. The upper end 41 of the support device 37 isdesigned to be connected or fastened to the intermediate floor 11. Thelower end 43 of the support device 37 is designed to be fastened to asection of the fuselage structure 5 in the lower deck 15. Here, theupper end 41 of the support device 37 may be situated opposite the lowerend 43 of the support device 37. For example, the support device 37 maybe fastened to a transverse and/or longitudinal stiffening element whenthe module 35 is installed in the aircraft fuselage 3. The lower end 43,fastened to the fuselage structure 5, of the support device 37 may forma counterbearing of the support device 37, whereby the support device 37can support the intermediate floor 11.

Furthermore, the module 35 has a wall panel 44. In particular, the wallpanel 44 may be a wall lining element. The wall panel 44 extends along alongitudinal axis L and along a circumferential direction U. Here, thelongitudinal axis L of the module 35 may be the same longitudinal axis Lof the aircraft fuselage 3 when the module 35 is installed in theaircraft fuselage 3. It is, however, also conceivable for thelongitudinal axis L of the module to describe an axis of the module 35in the longitudinal axis of the module 35 when the module 35 is notinstalled in the aircraft fuselage 3, wherein the longitudinal axis L ofthe module 35 may however coincide with the longitudinal axis L of theaircraft fuselage 3 when the module 35 is installed in the aircraftfuselage 3. The circumferential direction U may be the circumferentialdirection U of the aircraft fuselage 3 when the module 35 is installedin the aircraft fuselage 3. It is also conceivable for thecircumferential direction U to describe a direction of the module 35along a direction perpendicular to the longitudinal axis L of the module35, preferably a curved direction, when the module 35 is not installedin the aircraft fuselage 3, wherein the circumferential direction U ofthe module 35 may coincide with the circumferential direction U of theaircraft fuselage 3 when the module 35 is installed in the aircraftfuselage 3. Therefore, the wall panel 44 may be designed as a plate-likeelement, wherein the plate-like element may have no or at least onecurvature with a radius of curvature.

Furthermore, the wall panel 44 is connected to the support device 37. Aconnection may be a direct connection or an indirect connection. Adirect connection may be a connection in the case of which at least apart of a surface of the wall panel 44 lies against a part of a surfaceof the support device 37. An indirect connection may be a connection inthe case of which at least a part of a surface of the wall panel 44 liesagainst a part of an intermediate element or of a set of intermediateelements. Then, in turn, a part of a surface of the support device 37may lie against at least one further part of the surface of theintermediate element or of the set of intermediate elements.

The support device 37 may be designed in a variety of ways. For example,the support device 37 may have one, two or a multiplicity of supportelements 39. The support elements 39 may, for example, be designed asstruts and have an upper and a lower end. Here, a strut may describe anelement which has a spatial extent or a size which corresponds to thespatial extent of a transverse and/or longitudinal stiffening element inan aircraft fuselage 3 or a multiple thereof.

The support device 37 has a form which is concave as viewed from thelongitudinal axis L, for example the longitudinal axis L of the fuselagestructure 5 or of the aircraft fuselage 3. A concave form means that thesupport device 37 preferably has a region between the lower and upperends 43, 41 which runs not linearly but non-linearly. In particular, thesupport device 37 may be kinked or curved away from the longitudinalaxis L of the aircraft fuselage 3.

Furthermore, the support device 37 has an energy absorption element 45between the upper end 41 and the lower end 43. The energy absorptionelement 45 may, for example, be arranged in a defined local regionbetween the upper end 41 of the support device 37 and the lower end 43of the support device 37. It is however also conceivable for the energyabsorption element 45 to extend from the upper end 41 of the supportdevice 37 towards the lower end 43 of the support device 37 and thusglobally over more than half or even the entire support device 37.

The energy absorption element 45 is, like the energy absorption element27 of the support device, designed for absorbing kinetic energy, inparticular energy from the defined crash of the underside 29 of theaircraft fuselage 3, when the module 35 is installed in the aircraftfuselage 3 as shown in FIG. 2 , that is to say the lower end 43 of thesupport device 37 of the module 35 is connected to the fuselagestructure 5 in the lower deck 15 of the aircraft fuselage 3 and when theupper end 43 of the support device 37 is connected to the intermediatefloor 11 in the aircraft fuselage 3. In this case, the energy absorptionelement 45 is designed to undergo a defined plastic deformation and thusabsorb a defined amount of kinetic energy of that part of the fuselagestructure 5 which is connected to the lower end 43 of the support device37. Here, a plastic deformation describes a conversion of the kineticenergy from the crash into some other form of energy, such as, forexample, deformation energy or heat.

Both in the case of the support device 19 of the aircraft fuselage 3 andin the case of the support device 37 of the module 35, the definedamount of energy absorbed by the energy absorption element 27 or 45respectively is selected to be equal.

The defined amount of energy absorbed by the energy absorption element27 of the support device 19 of the aircraft fuselage 3 is selected suchthat, in the event of the crash of the fuselage structure 5 at theunderside 29 of the aircraft fuselage 3, the lower deck 15 is not fullydeformed. The lower deck 15 is deformed at most such that the lower deck15 has a minimum height MH during and after the crash. Here, the minimumheight MH describes the height or the vertical distance between a seatsurface of a passenger seat arranged in the lower deck and theintermediate floor. In other words, the minimum height MH is the heightUH of the lower deck 15 minus the height SH of the seat surface 31 abovethe floor 33 of the lower deck 15. This minimum height MH must not beundershot in the event of a crash. By the minimum height MH of the lowerdeck 15, a “survival space” for the passengers situated in the lowerdeck remains present in any case in the event of a crash, and thusimproves the survival chances of the passengers.

The same applies to the energy absorption element 45 of the module 35.The defined amount of energy absorbed by the energy absorption element45 and the defined plastic deformation are selected such that, in theevent of the crash, the fuselage structure 5 at the underside 29 of theaircraft fuselage 3 is deformed at most to such an extent that a minimumheight MH between a seat surface 31 of a passenger seat of passengerseats 17 provided in the lower deck 15 and the intermediate floor 11 isnot undershot. Thus, the energy absorption element 45 absorbs such adefined amount of kinetic energy from the fuselage structure 5 of theunderside 29 of the aircraft fuselage 3 that the lower deck 15 is notfully deformed and a “survival space” is present for the passengers inthe lower deck 15 during and after the crash. This survival spaceimproves the survival chances of the passengers in the lower deck 15 forthe situation of a crash of the underside 29 of the aircraft fuselage 3.Here, the lower deck 15 is deformed at most such that the lower deck 15has a minimum height MH during and after the crash. Here, the minimumheight MH describes the height or the vertical distance between a seatsurface 31 of a passenger seat 17 arranged in the lower deck 15 and theintermediate floor 11. In other words, the minimum height MH, exactly asin the case of the support device 19 of the aircraft fuselage 3,describes the height UH of the lower deck 15 minus the height SH of theseat surface 31 above the floor 33 of the lower deck 15. In the presentcase, the minimum height MH is 1.80 meters, and must not be undershot inthe event of a crash. By the minimum height MH of the lower deck 15, a“survival space” for the passengers situated in the lower deck 15remains present in any case in the event of a crash, and thus improvesthe survival chances of the passengers.

Furthermore, a predetermined buckling line 47 is provided in thefuselage structure 5. The predetermined buckling line 47 provides anenergy absorption region which is provided in linear form parallel tothe longitudinal axis L. The predetermined buckling line 47 isfurthermore designed to, in the event of a crash of the underside 29 ofthe aircraft fuselage 3, undergo a plastic deformation and absorbenergy. For this purpose, the predetermined buckling line 47 is providedabove (that is to say further in the direction of the intermediate floor11) the position at which the support device 19 of the aircraft fuselage3 and/or the support device 37 of the module 35 is fastened to thefuselage structure 5.

The support device 19, 37 of the aircraft fuselage 3 or of the module 35that is installed in the aircraft fuselage have the advantage, as shownin FIG. 2 , that the space requirement of the support device 19 or ofthe module 35 is considerably reduced, because of the substantiallyconcave form of the support device 19 or of the module 35 in the lowerdeck 15, in relation to a linearly configured support structure with thesame installation points on the intermediate floor 11 and on thefuselage structure 5. The space in the lower deck 15 that is notrequired because of the concave form of the support device 19 of theaircraft fuselage 3 and of the module 35 can thus also be used for theseating of passengers. Furthermore, both the energy absorption element27 of the support device 19 of the aircraft fuselage 3 and the energyabsorption element 45 of the module 35 ensure survival of the passengersin the event of a crash.

The different space requirements of two embodiments of the supportdevice 19 of the aircraft fuselage 3 and of the module 35 areillustrated in FIGS. 3A and 3B.

FIGS. 3A and 3B show a part of the section of the lower deck 15 fromFIG. 2 . Here, FIG. 3A shows a support device 19 according to thedisclosure herein, which is fastened by its upper end 23 to theintermediate floor 11 at an upper installation point 49. Furthermore,the support device 19 is fastened by its lower end 25 to the fuselagestructure 5 at a lower installation point 51. Furthermore, a directlinear connection 53 is shown between the upper and lower installationpoints 49, 51, which connection may represent a direct linear supportdevice in the prior art. Finally, the space 55 a freed up by the concaveform of the support device 19 according to the disclosure herein inrelation to the direct linear connection 53 is illustrated in FIG. 3A byhatching.

A similar space advantage is also obtained with the module 35 in FIG.3B. In FIG. 3B, the upper end 41 of the module 35 is fastened to theintermediate floor 11 at an upper installation point 57. The lower end43 of the module 35 is fastened to a lower installation point 59 of thefuselage structure 5. In this case, too, a direct linear connection 53is shown, which may correspond to a linear support device from the priorart. The module 35 furthermore has a stowage compartment 61. As in FIG.3A, the space 55 b no longer required, and freed up in relation to thedirect linear connection 53, by the module 35 is illustrated in FIG. 3Bby hatching. It is to be noted that the hatching emphasises only the“open” free space. In addition to this “open” space, that is to sayspace which is directly accessible from outside the module 35, there isalso the stowage compartment 61. In the stowage compartment 61, it is,for example, possible for items of luggage to be stowed by passengers,or the stowage compartment may serve as a waste bin.

The hatched areas in FIGS. 3A and 3B clearly show the space advantage,that is to say space gain, achieved by the support device 19 accordingto the disclosure herein of the aircraft fuselage 3 or by the module 35.

FIG. 4 shows a schematic construction of an embodiment of a supportdevice 19 of the aircraft fuselage 3 according to the first aspect ofthe disclosure herein. Here, the support device 19 has at least onefirst support element 21. The first support element 21 has a lowersection 63 and an upper section 65, which are connected by the energyabsorption element 27. The lower section 63 has the lower end 25. Thelower end 25 is fastened to the fuselage structure 5 at the lowerinstallation point 51. The upper end 23 is fastened to the intermediatefloor 11 at the upper installation point 49.

The energy absorption element 27 shown in FIG. 4 is a discrete energyabsorption element 27. A discrete energy absorption element 27 is anenergy absorption element 27 which extends only in a spatially verylimited region, for example, the region of a joint, of a connecting orcoupling point, between the upper and lower end 43 of the supportelement 21. Thus, the absorption of the kinetic energy and thus theplastic deformation take place in a locally concentrated manner in adiscrete and particular region of the support element 21.

The discrete energy absorption element 27 functions as follows. In theevent of a crash of the underside 29 of the aircraft fuselage 3, thesupport element 21 is subjected to a force F1. Since the support element21 is connected both to the fuselage structure 5 and to the intermediatefloor 11, and the intermediate floor 11 acts as counterbearing, thesupport element 21 is subjected to an opposing force F2 substantiallyopposite to the force F1. Furthermore, the energy absorption element,because of its capability to absorb kinetic energy, offers a furtheropposing force component, which together with the opposing force F2forms the total opposing force.

In the event of a crash, the energy absorption element 27 absorbskinetic energy and is thus deformed in a direction A away from thelongitudinal axis L. This results in a movement of the support element21, directed in a direction A away from the longitudinal axis L, with ahorizontal offset V1 and a vertical offset V2. After the support element21 has absorbed the defined energy, it assumes the position illustratedby dashed lines in FIG. 4 . In this case, the energy absorption element27 of the support element 21 of the support device 19 has absorbed suchan amount of energy that a minimum height MH has not been undershot inthe lower deck 15 of the aircraft fuselage 3, and the passengers presenttherein thus have a considerable likelihood of survival.

FIG. 5 shows a further embodiment of the support element 21, shownschematically in FIG. 4 , of the support device 19 of the aircraftfuselage 3 according to the first aspect of the disclosure herein.

Here, the support element 21 has an energy absorption element 27 with aspring element 67 which, beyond the elastic range, is plasticallydeformable. It is also conceivable for the support element to have atleast one damper element 69, with which the spring element 67 iscombined for the purposes of absorbing energy.

Furthermore, the lower section 63 and the upper section 65 are connectedto one another in articulated fashion, that is to say by a joint 71,wherein the spring element 67 has a rotary spring at the joint 71. Thespring element 67 may also have a linear compression spring which isfastened, spaced apart from the joint 71, between the lower and uppersections 63, 65.

FIG. 6 shows a further embodiment of the support element 21,schematically shown in FIG. 4 , of the support device 19 of the aircraftfuselage 3 according to the first aspect of the disclosure herein.

In the case of the support element 21, the energy absorption element 27has a torsion element 73. The torsion element 73 is attached between anupper end 23 of the lower section 63 and a lower end 25 of the uppersection 65 of the support element 21. Furthermore, in the event of arelative rotational movement of the lower and upper sections 63, 65 withrespect to one another, the torsion element 73 is twisted and in theprocess plastically deformed.

FIG. 7 shows a further embodiment of the support element 21,schematically shown in FIG. 4 , of the support device 19 of the aircraftfuselage 3 according to the first aspect of the disclosure herein.

In this embodiment, too, at least one first support element 21 has adiscrete energy absorption element 27 which connects a lower section 63to an upper section 65. The lower section 63 has the lower end 25 andthe upper section 65 has the upper end 23 of the support device 19.

Furthermore, the lower section 63 and the upper section 65 partiallyoverlap, such that an upper end of the lower section is situated above alower end of the upper section. The spring element 67 comprises a lineartension spring 75, which connects the upper end of the lower section andthe lower end of the upper section and which, in the event of a relativemovement of the lower and upper sections 63, 65 with respect to oneanother, is subjected to tensile load and in the process absorbs energy.

Finally, the fuselage structure 5 of the aircraft fuselage 3 has anenergy absorption region. The energy absorption region is provided as apredetermined buckling line 47 parallel to the longitudinal axis L andis designed to, in the event of a crash, undergo plastic deformation andabsorb energy. Here, the predetermined buckling line 47 is providedabove the position at which the support device 19 is fastened to thefuselage structure 5.

FIG. 8 shows an embodiment of a support element 21 of the support device19 of the aircraft fuselage 3 according to the first aspect of thedisclosure herein. In this embodiment, the support device 19 has atleast one first support element 21 with a continuous energy absorptionelement 27. The continuous energy absorption element 27 is distributedcontinuously, for example in the form of an arc 77, at least over a partof the length, preferably over the entire length, of the support element21 between the upper and lower ends 23, 25 of the support device 19. Thesupport element 21 is, at its upper end 23, fastened to the intermediatefloor 11 by an upper installation point 49. Furthermore, the supportelement 21 is, at its lower end 25, connected to the fuselage structure5 by a lower installation point 51.

A continuous energy absorption element 27 is an energy absorptionelement 27 which extends over a major section, or even completely,between the upper and lower ends 23, 25 of the support element 19. Inthis way, the absorption of the kinetic energy and thus the plasticdeformation take place in a manner distributed globally and thuscontinuously over the region of the energy absorption element 27 of thesupport element 21. In other words, the support element 21 itself, orparts thereof, can be designed to be plastically deformable and adaptedso as to absorb energy by plastic deformation.

The continuous energy absorption element 27 functions as follows. In theevent of a crash of the underside 29 of the aircraft fuselage 3, thesupport element 21 is subjected to a force F1. Since the support element21 is connected both to the fuselage structure 5 and to the intermediatefloor 11, and the intermediate floor 11 acts as counterbearing, thesupport element 21 is subjected to an opposing force F2 substantiallyopposite to the force F1. Furthermore, the energy absorption element,because of its capability to absorb kinetic energy, offers a furtheropposing force component, which together with the opposing force F2forms the total opposing force.

In the event of a crash, the energy absorption element 27 absorbskinetic energy and is thus deformed continuously in a direction A awayfrom the longitudinal axis L. This results in a movement of the supportelement 21, directed in a direction A away from the longitudinal axis L,with a horizontal offset V1 and a vertical offset V2. After the supportelement 21 has absorbed the defined energy, it assumes the positionillustrated by dashed lines in FIG. 8 . In this case, the energyabsorption element 27 of the support element 21 of the support device 19has absorbed such an amount of energy that a minimum height MH has notbeen undershot in the lower deck 15 of the aircraft fuselage 3, and thepassengers present therein thus have a considerable likelihood ofsurvival.

Furthermore, in the event of a relative movement of the support element21 with respect to the intermediate floor 11 and/or the fuselagestructure 5, the energy absorption element 27 can be compressed betweenthese and in the process be plastically deformed, absorbing energy.

FIG. 9 shows an embodiment of a support element 21 of the support device19 of the aircraft fuselage 3 according to the first aspect of thedisclosure herein.

In this embodiment, at least one first support element 21 has anexternally supported energy absorption element 27. This externallysupported energy absorption element 27 is fastened, at a first end 79,to the support element 21. Furthermore, the energy absorption element 27is connected, at a second end 81, to the intermediate floor 11 or to thefuselage structure 5.

Furthermore, the energy absorption element 27 has a linear springelement 67, which is plastically deformable beyond the elastic range.The spring element 67 is formed as a compression spring which isconnected at the one, first end 79 to the support element 21 and at anopposite, other, second end 81 to the intermediate floor 11. The springelement 67 may however also be formed as a tension spring, which isconnected at a first end 79 to the support element 21 and at anopposite, other, second end 81 to the fuselage structure 5.

FIGS. 10 and 11 each show a further embodiment of the support device 19,shown in FIG. 9 , of the aircraft fuselage 3 according to the firstaspect of the disclosure herein.

In the embodiment in FIG. 10 , the energy absorption element 27, whichis designed as a so-called crash element, lies continuously against thesurface 83 of the support element 21 and against the surface 85 of theintermediate floor 11, such that, in the event of a relative movement ofthe support element 21 with respect to the intermediate floor 11, theenergy absorption element 27 is compressed between these and in theprocess is plastically deformed, absorbing energy.

In the embodiment in FIG. 11 , the energy absorption element 27 islikewise designed as a crash element. The energy absorption element 27is arranged between the lower section 63 and the upper section 65 of thesupport element 21 such that, in the event of a crash, the crash elementis plastically deformed as a result of a relative movement of the lowerand upper sections 63, 65, and thus absorbs kinetic energy from thecrash.

FIG. 12 shows a further embodiment of the support device 19, shown inFIG. 9 , of the aircraft fuselage 3 according to the first aspect of thedisclosure herein. In this embodiment, the energy absorption element 27lies continuously against the surface of the support element 21 andagainst the surface of the fuselage structure, and may likewise bedesigned as a crash element. In this way, in the event of a relativemovement of the support element 21 with respect to the fuselagestructure 5, the energy absorption element 27 can be compressed betweenthese and in the process be plastically deformed, absorbing energy. Itis furthermore also conceivable that, in addition to the energyabsorption element 27 designed as a crash element, a further energyabsorption element 28 is provided. The further energy absorption elementmay, for example, connect the upper and lower sections 65, 63 of thesupport element to one another.

FIG. 13 shows an embodiment of a module 35 according to the secondaspect of the disclosure herein.

The module 35 has a support device 37 and a wall panel 44, which extendsalong a longitudinal axis L and along a circumferential direction U. Thesupport device 37 has a lower end 87 and an upper end 89. The lower end87 is designed to be connected to a fuselage structure 5 in a lower deck15 of the aircraft fuselage 3. The upper end 89 is designed to beconnected to an intermediate floor 11 in the aircraft fuselage 3. Thewall panel 44 is furthermore connected to the support device 37. Thesupport device 37 has a concave form as viewed from the longitudinalaxis L.

Furthermore, between the upper end 89 and the lower end 87, there isarranged an energy absorption element 45 which is designed such that, inthe event of a defined crash of an underside 29 of the aircraft fuselage3, when the module 35 is installed in an aircraft fuselage 3, the energyabsorption element 45 is subjected to a defined plastic deformation. Asa result of the defined plastic deformation, a defined amount of kineticenergy of that part of the fuselage structure 5 which is connected tothe lower end 87 of the support device 37 is absorbed. For this purpose,the lower end 87 of the support device 37 must be connected to thefuselage structure 5 in the lower deck 15 of the aircraft fuselage 3.Furthermore, the upper end 89 of the support device 37 must be connectedto the intermediate floor 11 in the aircraft fuselage 3.

Furthermore, the wall panel 44 has an upper section 91 of the wall panel44 and a lower section 93 of the wall panel 44. The upper section 91 ofthe wall panel 44 is movably connected to the lower section 93 of thewall panel 44 by a hinge region 95. In this way, in the event of amovement of the support device 37 in a direction away from thelongitudinal axis L, the upper and lower sections 93, 95 of the wallpanel 44 can follow this movement without breaking.

Furthermore, in the lower section 93 of the wall panel 44, there isprovided a stowage compartment 97, which can be opened by a handle 99.It is, for example, possible for items of luggage belonging to thepassengers to be stowed in the stowage compartment 97.

FIG. 13 furthermore shows a second module 101. The second module may bea module according to the second aspect of the disclosure herein. It ishowever also possible for the second module to merely have a wall panel44 with an upper and lower section 91, 93 and with a stowage compartment97 provided in the lower section 93. The second module 101 can beconnected to the module 35 by a fastening device 103. Furthermore, thesecond module 101 (like the module 35) has a fastening device 105 forinstallation on the fuselage structure 5.

FIG. 14 shows an embodiment of the module 35, shown in FIG. 13 ,according to the second aspect of the disclosure herein in a schematicdetail view from a side elevation. The module 35 has a section 107,which provides at least one receptacle 109 and/or fastening for cables,lines and/or pipes. This section 107 is arranged on a rear side 111 ofthe wall panel 44. The rear side 111 of the wall panel 44 is in thiscase a surface of the wall panel 44 averted from the longitudinal axisL, and is situated opposite an inner side 113.

FIG. 15 likewise shows a multiplicity of embodiments of the module 35,shown in FIG. 13 , according to the second aspect of the disclosureherein. In FIG. 15 , multiple modules 35 have been fastened to oneanother. Furthermore, each module 35 has a display element 115. Forexample, exterior views of the aircraft 1 are displayed by the displayelement 115.

While at least one exemplary embodiment of the present invention(s) isdisclosed herein, it should be understood that modifications,substitutions and alternatives may be apparent to one of ordinary skillin the art and can be made without departing from the scope of thisdisclosure. This disclosure is intended to cover any adaptations orvariations of the exemplary embodiment(s). In addition, in thisdisclosure, the terms “comprise” or “comprising” do not exclude otherelements or steps, the terms “a”, “an” or “one” do not exclude a pluralnumber, and the term “or” means either or both. Furthermore,characteristics or steps which have been described may also be used incombination with other characteristics or steps and in any order unlessthe disclosure or context suggests otherwise. This disclosure herebyincorporates by reference the complete disclosure of any patent orapplication from which it claims benefit or priority.

The invention claimed is:
 1. An aircraft fuselage for transportingpassengers in a lower deck, comprising: a fuselage structure whichextends along a longitudinal axis and which surrounds an interiorcompartment; an intermediate floor which is fastened to the fuselagestructure, wherein the intermediate floor extends horizontally throughthe interior compartment and divides the interior compartment into anupper deck and a lower deck; a support device for supporting theintermediate floor on the fuselage structure, wherein the support deviceis fastened by an upper end to the intermediate floor and by anopposite, lower end in the lower deck to the fuselage structure; thesupport device comprising a concave form as viewed from the longitudinalaxis to the fuselage structure; the support device comprising an energyabsorption element between the upper end and the lower end; and theenergy absorption element configured such that the energy absorptionelement is configured to undergo a plastic deformation and, in so doing,absorb an amount of kinetic energy of that part of the fuselagestructure which is connected to the lower end of the support device, theplastic deformation and the amount of kinetic energy being such that thefuselage structure is, at the underside of the aircraft fuselage,deformed at most to an extent that a minimum height between a seatsurface of passenger seats provided in the lower deck and theintermediate floor is maintained.
 2. The aircraft fuselage according toclaim 1, wherein the support device comprises multiple support elementssituated in succession in a direction of the longitudinal axis.
 3. Theaircraft fuselage according to claim 2, wherein at least one firstsupport element has a discrete energy absorption element which connectsa lower section to an upper section, wherein the lower section has thelower end and the upper section has the upper end of the support device,and wherein, in an event of a relative movement of the lower sectionwith respect to the upper section, the energy absorption element isplastically deformed.
 4. The aircraft fuselage according to claim 3,wherein the energy absorption element comprises a spring element which,beyond the elastic range, is plastically deformable or which is combinedwith a damper element for absorption of energy.
 5. The aircraft fuselageaccording to claim 4, wherein the lower section and the upper sectionare connected to one another in articulated fashion, wherein the springelement has a rotary spring at the joint, and/or wherein the springelement has a linear compression spring which is fastened, spaced apartfrom the joint, between the lower and upper sections.
 6. The aircraftfuselage according to claim 4, wherein the lower section and the uppersection partially overlap, such that an upper end of the lower sectionis situated above a lower end of the upper section, and wherein thespring element comprises a linear tension spring which connects theupper end of the lower section and the lower end of the upper sectionand which, in the event of a relative movement of the lower and uppersections with respect to one another, is subjected to tensile load andin the process absorbs energy.
 7. The aircraft fuselage according toclaim 3, wherein the energy absorption element has a torsion elementwhich is attached between an upper end of the lower section and a lowerend of the upper section of the support element and which, in the eventof a relative rotational movement of the lower and upper sections withrespect to one another, twists and is plastically deformed.
 8. Theaircraft fuselage according to claim 2, wherein at least one firstsupport element comprises a continuous energy absorption element whichis distributed continuously at least over a part of a length, or overall of the length, of the support element between the upper and lowerends of the support device.
 9. The aircraft fuselage according to claim2, wherein at least one first support element comprises an externallysupported energy absorption element which is fastened at a first end tothe support element and which is connected at a second end to theintermediate floor or to the fuselage structure.
 10. The aircraftfuselage according to claim 9, wherein the energy absorption element hasa linear spring element which, beyond the elastic range, is plasticallydeformable.
 11. The aircraft fuselage according to claim 10, wherein thespring element is either a compression spring, which is connected at oneend to the support element and at an opposite, other end to theintermediate floor, or is a tension spring, which is connected at oneend to the support element and at an opposite, other end to the fuselagestructure.
 12. The aircraft fuselage according to claim 2, wherein theenergy absorption element lies continuously against the surface of thesupport element and against the surface of the intermediate floor and/orof the fuselage structure such that, in an event of a relative movementof the support element with respect to the intermediate floor and/or tothe fuselage structure, the energy absorption element is compressedbetween these and is plastically deformed, absorbing energy.
 13. Theaircraft fuselage according to claim 1, wherein the fuselage structurehas an energy absorption region which is provided as a predeterminedbuckling line parallel to the longitudinal axis and which is configuredto undergo plastic deformation and absorb energy, wherein thepredetermined buckling line is provided above a position at which thesupport device is fastened to the fuselage structure.
 14. An aircraftcomprising an aircraft fuselage for transporting passengers in a lowerdeck, the aircraft fuselage comprising: a fuselage structure whichextends along a longitudinal axis and which surrounds an interiorcompartment; an intermediate floor which is fastened to the fuselagestructure, wherein the intermediate floor extends horizontally throughthe interior compartment and divides the interior compartment into anupper deck and a lower deck; a support device for supporting theintermediate floor on the fuselage structure, wherein the support deviceis fastened by an upper end to the intermediate floor and by anopposite, lower end in the lower deck to the fuselage structure; thesupport device comprising a concave form as viewed from the longitudinalaxis to the fuselage structure; the support device comprising an energyabsorption element between the upper end and the lower end; and theenergy absorption element configured such that the energy absorptionelement is configured to undergo a plastic deformation and, in so doing,absorb an amount of kinetic energy of that part of the fuselagestructure which is connected to the lower end of the support device, theplastic deformation and the amount of kinetic energy being such that thefuselage structure is, at the underside of the aircraft fuselage,deformed at most to an extent that a minimum height between a seatsurface of passenger seats provided in the lower deck and theintermediate floor is maintained.